Internal-combustion engine.



lJe

3 IIf/TNESSAS if M. W. QUIGGLB.

USTION ENGINE.

APPLICATION FILED FEB.17, 1912.

Patented Dec. 23, 1913.

2 SHEETS-SHEET 1.

NVENTO? A Homey.;

UNITED sTATEs PATENTOFFICE- MALCOLM w.' QUIGGLE, or BROOKLYN, NEW Your., J

i INTERNAL-connusrroN ENGINE.

specification f VLetters Paten'e.

Patented Dec.'23, 1913.

Application 1aed February 17, 1912. serial'm. 678,397.

To all whom #may concern.' y

Be it known that I, MALCOLM .\V.QUIGGLE.

a. citizen of the Vnited States, residing at Brooklyn, in the county of Kings andl State [of New York, have invented certain new and useful Improvements in Internal-Com. bustion Engines, of which the following is a specification.

f 'lhis'invention comprises improvements in two cycle internal combustion engines of thekind iu which each cylinder is pivoted andl provided with a head atits forward end through which the piston rod extends.

The present improvements relate particularly to means for lubricating the piston rods of such an engine.

In the accompanying drawing, which illustrates the invention, Figure 1 is a central section through the engine, taken on the line ofthe shaft; and, Fig. 2 is a section 'through the engine taken transversely of the shaft and centrally of the several cylinders.

Referring to the drawing A indicates a hollow crank shaft, which is to be held stationary by suitable means, and which forms a support for the entire engine. At opposite ends of the crank a of said sha-ft are arranged ball bearings 1 and 2 in suitable housings 3 and 4t to which are secured side plates 5 and 6, respectively. These side plates are preferably made 4of sheet steel, and they may be circular, or star shaped as shown in Fig. 1. Near the edges of these plates or disks are secured a plurality of pairs of bearings 7, 8, consisting, as shown, of'sleeves set into openings in the side plates or'disks.` The-- side plates are connected together at suitable intervalsv bya series lof bolts w, which'are preferablymadettubular for the sake ,of-lightness. ,Cylinder-'sleeves are journaled in the bearings 7 and 8 each -sleeve being adapted to receive one of the cylinders C', etc. Each 'cylindersleeve has' a trunnion 9, fitting in a. bearing 8, this trunnion being preferably made hollow but-'closed at its inner end, and a tubular trunnion 10, projecting from the opposite side of the. sleeve fits intoy theopposingf bearing `7.' The cylinders C, C", etc., are removably secured Within the cylinder sleeves. In'. assembling the parts the forward portion of the cylinder is inserted through the: sleeve until the outer end of the sleeve -abts against the first radiating,

fla-nge' 1l, and a' collar 12. is then threaded n onto the cylinder and jabuts against the op# cylinder, vand a sageway 15, in the sleeve,

inder head to the interior -the pipe 18 andvpassageway l5 forming a posite end of the cylinder ysleeve and thus the cylinder is secured within 'the sleeve. f Each cylinder is provided with an exhaust by-pass for t-he gas from the frontto the rear of the cylinder when the piston P is in its forward or inner positionl- The check valve. 16 is connected to the head 17 by a flat spring y16a which normally holds the valve 16 closed.

` The gas-'or vapor for operating the engine enters through the tubular shaft A 4and said shaft has one or more ports 19 which open into an annular Vcasing 20 journaled on the shaft and connected to the housing 3 for the bearings. The casing 20 has suit able packing ringsfor preventing thees- .cape Aof gas around the shaftand it hasla series of openings 21 in which: are fitted .pipes @which-extend -into the trunnions- 10 ofthe cylinder sleeve and areA tted gastight therein. 'Thus the gas or vapor entering t-he shaft-A may flow through the pipes 22 to the passageways 15, 18, and thence intro the forward part of the cylinders.when .the pistons move outwardly therein, the

check valves-16 opening 'by reason of the suction created by the pistons. When the pistonsmove to'the forward ends offthe. cylinders, the ga-s is compressed therein and forced through 'the b V-pass 18, 15, to the rearends of the cylinders, where it is compressed up'onthe return strokes and then exploded and 'exhausted through the ports 13.

The piston' rods 23 extendithrough the heads 17, and it is necessary to lubricate the outer surfaces of these rods andA also-to preventthe'xescape of gas aroundthe rods. As gasolene. isi-commonly used for-the 'explosive mixture in engines of this character, and as gasolene would cut the lubricant fromthe ing of a sleeve 24, integralwith, ...r attached to, the head piston rods, itis desirable to protect the rods, as much as possible, from direct contact with the gasolne mixture. In orde-r 'to-efficiently lubricate the vpiston rods,- and to protect them from the gasolene mixture, each rod is ine'iosed in .t sheathing consist- 17 of the cylinder and'extending inwardly therefrom for distance approximately equal to the lengthv of the piston stroke, and a sleeve 25 of about the 'same length which telescopes 'with' the sleeve 24 and has'its end 25a rod near the inner end of Athe latter. As shown in the drawing, the end 25* of the sleever25 issecured between a shoulder on the rod andthe iston, which is threaded onto. the end of t e piston rod. The'sleeve 24 tits the piston rod closely and'the sleeve 25, which is of largerdiameter than thesleeve 24, has an integral collar 25", which closely fits around the sleeve 24. The t-wo sleeves form a' continuous sheathing which entirely lincloses the piston rod within the cylinder, and on accountV of the length of the sleeve 23 'and the inclosure of its lupper end bythe sleeve 25, there is little or no opportunity for the vapor within the cylinder to escape through the opening in the head 17 or to act upon the lubricant on 'the piston rod. The piston rods receive their supply of oilfrsm the crank through central ducts 26 which lead from the inner ends of the rods to lateral outlets 26. The oilflowing Vfrom -the crank out through these ducts lubricates the opposing surfaces of the rods and their inclosing sleeves 24. The oil is carried outward by centrifugal force from the crank a to which it flows through a duct d, the letter extending through the shaft A to the tubular bolt 27 at the center'of the crank and hav-j ing branches leading to' the surface of the crank pin and to the several bearings, as shown 1u Fig. l. The cylinder heads 17 are ldished toward the center, as shown, so as to catch any oil flying ott from the parts surrounding the crank and to lead t is oil inward against the sides of the piston rods,- so

' that tlie rods are also lubricated by this means.

vThe crank is preferably made in several parts to facilitate assembling the engine and taking it apart. .As shown, the crank pin comprises a cylindrical part 28, integral with the shaft, the outer surface of this part forming a bearing being suitably cov red with Babbitt metal 28, if desired. 'T e part 29 of the crank has a conical sleeve 30 which tits within the tapering bore of the part 28 and the parts 28 and 29 are held together by the bolt 27 vvwhich passes through the sleeve 30 and is threaded into the part 28 as shown. The parts are drawn tightly together by the bolt andMthey areprevented from turning relaconnected to the piston' as to give the same bearing surface.

' of the machine,

for the piston rods, andv tively to one another by means of one or more keys 31.' A collar 32 is provided upon the bolt 27 at the inner end of the tapering sleeve 30 and a recess 28"'is provided between the inner end of the sleeve 30and the part 28 to receive this nut orgcollar. The purpose of the collar is forcing the tapering sleeve 30 out of the tapering'bo-re inthe part 28 when the bolt 27 is unscrewed to take thecrank apart. It

to form a shoulder for,

will be understood that the collar 32 may turn with the bolt'in the recess 2S".

The several piston rodshave, connected totheir inner ends, feet e, f, g, etc., which extend laterally to the ends' of the crank pin. One of these feet, je, has connected thereto and midway between its ends a ring e which surrounds the crank pin. `Another foot, f, has two rings #surrounding the crank pin, at opposite sides of thering e. Another. foot g has a pair A,of rings surrounding the crank pin at the. sides of the rings f', and, similarly, the feet g, h, and i have pairs of rings g', h and i', surrounding the crank.' As there is but, one ring e' on the foot c, this ring is equal in widthto the two rings on each of the other'y feetrlslo two rings upon each of the other feet are equidistant from Ythe central line of the piston rods, the rings on the' several feet being different distances apart soi that they will rest side by side'upon thel crank pin. The rings are all ofthe same diameter and itwill be noted that the foot on ealchvvpiston rod bears upon the rings of all of, the otherv rods. The bearing surfaces oitv the feetare preferably of hard Babbitt metal. It will also be noted that as the single e on one foot is in line with the piston` r attached thereto and the rings on the other.. Q/ feet are equidistant from the centers of the rods connected to said feet, the rods will always be held in true alinement.-

' In the operation of the invention it will be understood that the shaft A will be se; cured to some suitable support, to prevent the shaft from turning. When used fon; a flying machine, the propeller blades willgbe attached, by suitable means, to the left side in Fig. 1, and to take up the thrust of the propeller a thrust bearing 35 is provided between the crank and:l the housing 3. In the position shown in Figs. l and 2, the piston in the cylinder' C is at they point ofhighest compression and, assuming the engine to be rotating in the direction of the arrow,

the exploded chargel in the cylinders C2 and Cs is forcing the aos Itwill be evident that thev engine is re- Vers'ible and willoperate in either direction according to the way in which it is started.

It will also be evident that the number of crank pin and do not oscillate with-Jespect to said pin. As it is necessary to keep the englne 1n balance, of course a-change 1n the number o cylinders would necessitate a lchange in their 'relative positions. As some' features of the engine are suitable for lfour 151 cycle, engines I do not limit myself to the two-cycle construction as regards'thcse features.

The bearings for the trunnions which support the cylinders are lubricated through tubes (not shown) attached to the side plates and extending radially from the bearings on the shaft to the trunnion bearings, so that oil from the duct (l, after passing through the bearings on the shaft is carried out to the trunnion bearings.

What I claim is:-

1. The combination with a stationary shaftl having a lcrank provided with oil duots, and a plurality of cylinders pivotally mounted about the` axis of 'said shaft, said cylinders having heads closing their forward ends, of pistons within the cylinders,. piston rods extending through said heads and connected to said crank and a sheathing for each rod comprising a sleeve connected to the cylinder head through which the rod extends and arsleeve movable with the rod and telescoping with the first mentioned sleeve, each rod being provided with an oil duct leading from its Jforward end to a point within the sheathing and adapted to conduct oil from the crank to the sheathing.

2. In a two-cycle internalcombustion engine, a cylinder having a head closing its forward end, a piston within the cylinder and a piston rod extending through said head, said rod having an oil duct extending from its forward end to an outlet within the cylinder, in combination with a sheathing for said rod comprising a sleeve within the cylinder connected to said head and extending over the outlet of the duct, and a sleeve connected with the pist-on rod and telescoping with said first mentioned sleeve.

3. In a two-cycle internal combustion engine, a cylinder having a head closing its forward end, a -piston within the cylinder and a piston rod extending through said head, said rod having` an oil duct extending from its forward end to an outlet Within the cylinder, in combination with a sheathing for said rod comprising a sleeve Within the cylinder connected to said head and closely surrounding the rod, Said sleeve extending over the outlet of the duct, and a l' sleeve 'connected with the rear end of the pist-on rod and surrounding the first men*- tioned sleeve and telescoping therewith.

In testimony whereof I affix Vmy signature, in presence of two Witnesses.

J. W. GERMAN, Ronan-WATSON. 

